Eaton® Fuller® Heavy Duty Clutches

®
Solo Heavy Duty
Easy-Pedal™
Value Clutch
UltraShift™ DM Heavy Duty Service Manual CLSM-0200 November 2005

For the most current information, visit the Roadranger web site at www.roadranger.com
 Warnings

Warnings and Cautions Use of other than recommended tools, parts, and instructions
listed in this manual may place the safety of the service tech-
nician or vehicle driver in jeopardy.
Repair Warnings
The removal and installation procedure described for each
The major cause of clutch failure is excessive heat. Excessive component may vary for your vehicle.
heat generated between the flywheel, driven discs, intermedi-
ate plate and pressure plate can cause the metal to flow and For Solo only, install shipping bolts before removing clutch.
the material to be destroyed. If this occurs, the clutch can
burst which can cause property damage, serious bodily injury
or death. In order to prevent clutch failure resulting from IMPORTANT
excessive heat: For service information and assistance, call the Roadranger
1. Do not exceed recommended vehicle loads. Help Desk at 1-800-826-HELP (4357) (Mexico: 01-800-826-
HELP (4357). You may also find more information about
2. The clutch should only be used for the recom- Eaton Fuller Clutches at www.Roadranger.com.
mended applications.
3. Drivers should be properly trained in starting, shift- Every effort has been made to ensure the accuracy of the
ing and operation of the clutch. information contained in this manual. However, Eaton Corpo-
ration makes no warranty, expressed or implied, based on the
4. Drivers should report erratic clutch operation as information provided.
soon as possible to permit maintenance personnel to
inspect, adjust or lubricate as required.
5. Mechanics must be familiar with proper clutch
adjustment, linkage adjustment, lubrication and
other maintenance troubleshooting procedures out-
lined in the Failure Analysis Guide.

When disassembling various assemblies, lay all parts on a

clean bench in the same sequence as removed to simplify and
reduce the possibility of losing parts.

Since the cost of a new part is generally a small fraction of the

cost of downtime and labor, avoid reusing a questionable part
that could lead to additional repairs and expense.

i
 Table of Contents

Table of Contents
Table of Contents
Warnings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i

Out of Vehicle Resetting Procedure . . . . . . . . . . . . . . . . . . . . . 1

Solo® Heavy-Duty 15.5" Clutch

Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Lubricate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Easy-Pedal™ and Value Clutch

Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Lubricate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

UltraShift™ “DM” Heavy Duty Clutch

Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Hydraulic Linkage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Out of Vehicle Resetting Procedure
1 Remove the four (4)
shipping bolts if they have
been installed
New
Shipping Bolts
1
Out of Vehicle Resetting
2 Support the clutch in an 3 Center the ram and
arbor press with the bearing press downward on the
facing down. retainer until it comes to
a stop. Lock the ram in
Note: Make sure position.
there is at least 1
inch of space to
allow the bearing
to move down
and to provide
access to the
shipping bolts.
4 Slide the wear indicator tab to
the "NEW" position and hold it
in place with a magnet
New
5 Install four (4) shipping bolts
(7/16" x 14 x 1-3/4" UNC, hex
head). Progressively tighten (no
air wrenches) the four (4)
shipping bolts (criss-cross
pattern) until the face of the
pressure plate is 1.75" - 1.78"
(44.4 - 45.2 mm) below the
mounting surface.
1.75" - 1.78"
(44.4 - 45.2 mm)
6 Reinstall the clutch using
the original installation Note: This important step will reset the
instructions. pressure plate spacers and allow the
clutch to release after reinstallation
 Solo®

Install Solo® Heavy-Duty 15.5" Clutch Installation

Measure Engine Flywheel Housing and Flywheel

Engine flywheel housing and flywheel must meet these specifications or there will be premature clutch wear. Remove old pilot
bearing. All gauge contact surfaces must be clean and dry. Use a dial indicator and check the following:

Flywheel Face Runout Pilot Bearing Bore Runout

1 Secure dial 1 Secure dial 2 Position gauge
indicator base
2 Put gauge finger in finger so that it
contact with flywheel indicator base to
to flywheel contacts pilot
face near the outer flywheel housing
housing face. bearing bore.
edge. face.

Install
3 Rotate flywheel one 3 Rotate flywheel
revolution. Maximum one revolution.
runout is .008" (.20 mm). Maximum runout
is .005" (.13 mm)

Flywheel Housing I.D. Runout Flywheel Housing Face Runout

1 Secure dial indicator 1 Secure dial

2 Put gauge finger
base to crankshaft. against flywheel
housing pilot I.D.
indicator base to
flywheel near the
outer edge.

2 Put gauge finger

in contact with 3 Rotate flywheel
3 Rotate flywheel one face of flywheel one revolution.
revolution. Maximum housing. Maximum runout
runout is .008" (.20 mm). is .008" (.20 mm).

2
 Solo®

Install Clutch to Flywheel

Install Clutch to Flywheel

IMPORTANT WARNING
Use the Eaton Fuller Clutch An assembled clutch weighs about
Selector Guide (CLSL-1310) to make sure 150 lbs. (68 kg). Avoid the risk of injury. Use
you have the right clutch proper equipment when lifting a clutch.
1 Measure the flywheel bore.
Use the Eaton Fuller Clutch
Selector Guide to verify that
the damper will fit into the
flywheel bore.
6 Install two 7/16" x 14
7.0" (8-spring) UNC x 5" studs into upper
8.5" (10-spring) mounting holes. Install
10.0" (6- and 7-spring, Mack 9-spring) assembled clutch.
NOTE: Mack 9-spring for Mack engine only 5 Install second disc onto aligning
tool. Follow the orientation
instructions on the disc.

4 Install intermediate plate into slots

on the clutch cover. Flywheel Side
must face the flywheel.

3 Install disc onto aligning tool.

Follow the orientation
instructions on the disc.

4 6

8 2
2 Insert aligning tool
through bearing.

1 7
5
3

9 Remove four
yellow shipping
7 Install lock washers and mounting bolts in a
bolts (7/16" x 14 UNC x 2-1/4" crisscross
grade 5) finger tight. Replace pattern.
studs with lock washers and bolts.

8 Tighten mounting bolts in a crisscross 10 Remove the

pattern starting with a lower bolt (1, 2, aligning tool.
3, 4, 5, 6, 7, 8). Torque to 40–50 lbs.
ft. (54–68 N•m). 11 Pin
11 Use a 1/4" flat nose punch to
lightly tap four intermediate
plate pins toward the flywheel.

3

Install Transmission
Check Transmission For Wear
Replace any worn components.
Transmission Bearing
Retainer Cap
A worn/rough bearing
retainer cap may cause
the clutch brake to wear
prematurely.
Release Yoke
Worn fingers can cause
bushing wear and yoke
interference when the
pedal is down.
Input Shaft
Wear (roughness) can
reduce sleeve bushing life
and cause it to come out.
Do not excessively force the
transmission into the clutch assembly
or engine housing. This will cause
damage to the splines of the rear disc
hub that is not warrantable. If the discs
do not slide freely in the input shaft,
investigate the cause of the problem
and make any necessary changes. If the
discs do not slide freely, the clutch will
not release and the transmission will
grind going into gear.
Do not let the transmission drop or
hang unsupported in the driven discs.
This can bend the discs and the clutch
will not release causing damage that is
not warrantable.
Solo®
Cross Shaft and Bushings
Excessive wear at these points can cause
side loading on the sleeve bushing,
bushing failures and yoke bridge contact
with the clutch when the pedal is down.
Input Shaft Splines
Any wear on the splines
Install
will prevent the driven
discs from sliding freely,
causing poor clutch
release (clutch drag). Slide
discs full length of shaft to
check for twisted shaft
splines.
IMPORTANT
Do not add lube to the input shaft splines
(Never seize or grease). The discs must be free
to slide.
Clutch Brake
Replace.
Measure Input Shaft
Length should be 8.657" (219.89 mm) nominal, and not
greater than 8.71" (221.23 mm). Ref. 1990 SAE
handbook 4:36.106. Replace transmission bearing
retainer cap if length is greater than 8.71" (219.89 mm).
CAUTION
Do not use the cross-shaft release lever
(or a pipe over it) to pull the
transmission into its final position.
Pulling the bearing too far during
installation can cause an overstroke
causing the release bearing to move
closer to the transmission (less than
.490"). Follow the Out of Vehicle
Resetting Procedure on page 1.
NOTE: Adjust the linkage until pushing
the pedal down moves the bearing
against the clutch brake. Let up on the
pedal and measure the distance
between the bearing and clutch brake
(should be .490" - .560").
4
 Solo®

Fasten Transmission to Flywheel Housing

1 Put transmission in gear. Be sure new clutch 3 Position transmission so it is

brake has been installed. square to and aligned with engine.

2 Make sure that the yoke fingers remain in

the up position until they are over the
release bearing housing.

4 Mesh splines by moving

transmission forward and
rotating the output shaft.
Standard Yoke Solo XL Roller Yoke
IMPORTANT
and Bearing and Bearing
Do not add lube to the input shaft splines (Never
seize or grease). The discs must be free to slide.
4.893” 4.768”

5 Install mounting bolts and

torque to OEM specs.

WARNING
Do not let the transmission drop or hang
unsupported in the driven discs. This
can cause the discs to become distorted
and the clutch to not release.
CAUTION
Do not pull on release arm to install
transmission. This will cause the clutch
to over adjust.
Do not force transmission against
clutch with yoke fingers in the UP
position. This will break the cast
webbing of the clutch causing damage
that is not warrantable.

Do not use excessive force. If it does

not enter freely, investigate the cause of
problem and make any necessary
changes.

5
 Solo®

Set-up
Adjust Clutch Linkage

1 Hydraulic Linkages:
Skip to Step 2.

Mechanical Linkages Only:

Adjust the clutch linkage until the
yoke fingers contact the release
bearing (zero free-play in cab).
0.00"

Yoke Release
Finger Bearing

2 Press the pedal to the

floor up to 5 times, this:
• Moves release bearing
slightly closer to the
transmission
• Gains free-play in cab

Set-up
5X

.500" - 560"
(12.70 - 14.22 mm)

3 With the pedal up, measure the

distance between the release bearing
and the clutch brake. The correct
distance should be .500" - .560"
(12.70 - 14.22 mm):
• If the distance is more the .560"
(14.22 mm), return to Step 1 and
readjust the clutch linkage.
• If the distance is less the .500"
(12.70 mm), see Troubleshooting on
page 9.

6
 Solo®

Verify Clutch Brake Squeeze

WARNING
Use a gauge long enough to
keep hands away from moving
parts.

4 Have an assistant insert .010"

(.25 mm) feeler gauge between
the release bearing and the
clutch brake.
Press the pedal down to the floor
to reclamp the gauge:
• If the gauge does not clamp,
readjust the truck linkage and
move yoke fingers closer to
the bearing. Yoke Release
Finger Bearing
5 Slowly let up on the pedal and
measure the pedal position at the Clutch
moment the gauge can be removed: Brake
• If pedal is more than 1" (25.4 mm)
from the floor, readjust the truck
linkage to move the yoke fingers
further from the release bearing.
Return to Step 4.

Less than 1"

(25.4 mm)

Verify Free-Play

6 Verify there is free-play in the cab. If

not, the truck linkage is not providing
enough stroke, consult OEM manual.

IMPORTANT
DO NOT RESET THE CLUTCH. Do not change
free-play by readjusting the clutch linkage.

7
 Solo®

Lubricate

Lubricate
Lubricate
NOTE: All clutches use a lithium
base grease with a minimum of
325˚F (163˚C) operating range
meeting N.L.G.I. grade 1 or 2
specs.

NOTE: Apply ample grease that

is visibly exiting the opening and
contacts the transmission shaft.
This will lube the clutch brake
and bushing when the pedal is
pressed.

For additional lubrication Zerk

information, see TCMT-0021. Yoke
Finger
CAUTION
Input
Failure to properly
Shaft
lubricate the
bearing/bushing will
result in bearing and
sleeve failures.

28 Apply grease to the cross

shaft bushings and linkage
pivot points.

7 Apply grease to input

shaft and yoke fingers.

Input Shaft
IMPORTANT
Do not add lube to the input shaft splines (Never seize
or grease). The discs must be free to slide.

8
 Solo®

Solo® Heavy-Duty 15.5" Clutch Troubleshooting

Symptom-Driven Diagnostics
If clutch is out of vehicle, go to out
of vehicle resetting procedure on page 1.

Based on your symptom, the chart will

direct you to the correct solution.

Too Much Free Pedal: Not Enough Free Pedal:

Go to page 10 Go to page 12

Too little
Too much travel
travel
Pedal travels too far before engaging Pedal travels too little before engaging
clutch. Clutch does not disengage. the clutch.

Too Much Clutch Brake: No Clutch Brake:

Go to page 10 Go to page 12

Too much Not enough

brake squeeze brake squeeze

9
 Solo®

Too Much Free Pedal or Too Much Clutch Brake

Too much Too much

travel brake squeeze

Troubleshooting
Release
Bearing

1 Measure distance
between release bearing
and clutch brake.

Clutch
2 Use chart to find Brake
solution.

Measurement Status Solution

Problem exists with truck linkage. Repair
If distance is correct Clutch is according to OEM specifications.
.490" -.560" set up correctly
(12.45 - 14.22 mm) Hydraulic Linkage: Go to page 29
If distance is Clutch is not If clutch was factory installed and was never
set up correctly removed or if clutch was removed from engine
Less than .490" and reinstalled,
(12.45 mm) Go to page 11
If new/reman clutch was installed and it never
operated properly, check wear tab position.
If tab at NEW position:
• disc installed incorrectly
Go to page 3, Step 4 and 5
• damper is too large for the flywheel opening
Go to page 3, Step 1
If tab not at NEW position, the bearing may
have been pulled during installation causing
an overadjust.
Go to page 1

10
 Solo®

In Vehicle Resetting Procedure

1 Have assistant hold

clutch pedal down.

Hold

6 Push pedal down and

squeeze clutch brake 5
2 While pedal is held down, times to reposition
move wear tab to the left bearing.
(New) position.
5X
New

NOTE: All adjustments

must be done through New

access panel opening.

If tab will not move, go to
5 Remove
page 13. shipping
bolts.
NOTE: This will remove the gap
3 Let up on pedal. DO NOT between the sleeve and the pin.
push pedal down again or
wear tab will return to the
wrong position. Before After

4 Install and tighten 4

shipping bolts (7/16"
x 14 x 1-3/4 UNC)
until they quit
turning. No gap
Shipping between
bolt Gap sleeve and
pin

Sleeve Pin

11
 Solo®

Not Enough Free Pedal or No Clutch Brake

Too little
travel Not enough
brake squeeze

Troubleshooting
Release
Bearing

1 Measure distance
between release bearing
and clutch brake.

Clutch
Brake
2 Use chart to find
solution.

Measurement Status Solution

Problem exists with truck linkage.
If distance is correct
Clutch is Repair according to OEM specifications.
.490" -.560" set up correctly
(12.45 - 14.22 mm) Hydraulic Linkage: Go to page 29

If distance is Clutch is not If clutch was factory installed

More than .560" set up correctly and was never removed,
(14.22 mm)
Mechanical Linkage: Go to page 13

Hydraulic Linkage: Go to page 29

If clutch was removed from

engine and reinstalled,
Go to page 6
(Setup)

If new/reman clutch was installed

and it never operated properly,
Go to page 6
(Setup)

12
 Solo®

Seized Cam / Cam Spring

Loosen Cam

1 Have an assistant
hold clutch pedal
down.
Hold
NOTE: Use the Seized
Cam Adjustment Tool to
free a seized cam and
return the clutch to its
normal function. Use
finesse, not force.

Tool Part Code:

CLPI-SOLOTOOL

2 Insert end of tool REPLACE

through access
panel opening and
under bearing. Apply slight
downward
pressure.
3 Position tool so that
threaded bolt extends
down into slot in the cam.

4 Use the tool to move the cam toward

the right or "Replace" position:

If the cam moves easily: If the cam is stuck:

• Move it back to the left to verify
spring tension will pull it back to
the right. If it will not return to the
right, the cam spring may be
broken.
• Do not force the cam toward the engine.
Instead, use sideways pressure to the
right and lightly pull the tool away from
the engine to separate the top cam from
the bottom cam.

• When the cam moves slightly to the

right, let up on the pedal. Verify there
has been an increase in free pedal and
that the bearing has moved closer to the
transmission. (If equipped with a clutch
REPLACE
brake, measurement should be .490" -
.560" [12.45 - 14.22 mm].)

• If the cam is still seized:

13
 Solo®

Seized Cam

5 Spray WD-40 into cam slot and all three

spring perches.
• Do not substitute another penetrant for
WD-40. WD-40 is safe to use with cam
material.
• Make sure there is full penetration of
liquid into cam.
• Rotate engine to access all three

Troubleshooting
locations.

6 Mark cam tab position. This mark will later

REPLACE

serve as an indicator for cam adjustment.

REPLACE

NOTE: All adjustments

must be done through
access panel opening.

To reach other locations,

WD-40® rotate flywheel.

7 If cam is still seized:

• Repeat WD-40 spray at
all three spring perches.
• Let up and push down NOTE: The Seized Cam Tool should not be
on clutch pedal. used for normal adjustments.
• When clutch pedal is Follow the Setup procedure on
down, jiggle the tool in
the cam slots to apply
pressure in all directions.

14
 Easy-Pedal™ and
Value Clutch

Easy-Pedal™ and Value Clutch

Measure Engine Flywheel Housing and Flywheel

Engine flywheel housing and flywheel must meet these specifications or there will be premature clutch wear. Remove old pilot
bearing. All gauge contact surfaces must be clean and dry. Use a dial indicator and check the following:

Flywheel Face Runout Pilot Bearing Bore Runout

1 Secure dial 1 Secure dial 2 Position gauge
indicator base
2 Put gauge finger in finger so that it
contact with flywheel indicator base to
to flywheel contacts pilot
face near the outer flywheel housing
housing face. bearing bore.
edge. face.

3 Rotate flywheel one 3 Rotate flywheel

revolution. Maximum one revolution.
runout is .008" (.20 mm). Maximum runout
is .005" (.13 mm)

Flywheel Housing I.D. Runout Flywheel Housing Face Runout

1 Secure dial indicator 1 Secure dial

2 Put gauge finger
base to crankshaft. against flywheel
housing pilot I.D.
indicator base to
flywheel near the
outer edge.

2 Put gauge finger

in contact with 3 Rotate flywheel
3 Rotate flywheel one face of flywheel one revolution.
revolution. Maximum housing. Maximum runout
runout is .008" (.20 mm). is .008" (.20 mm).

15
 Easy-Pedal™ and
Value Clutch

Install Clutch to Flywheel

IMPORTANT WARNING
Use the Eaton Fuller Clutch Selector Guide An assembled clutch weighs about 150 lbs.
(CLSL-1310) to make sure you have the (68 kg). Avoid the risk of injury. Use proper
right clutch. equipment when lifting a clutch.

For 15.5" Clutch Only (Easy Pedal shown)

1 Measure the flywheel bore.

Use the Eaton Fuller Clutch
Selector Guide to verify that
the damper will fit into the
flywheel bore.
6 Install two 7/16" x 14
7.0" (8-spring) 5 Install second disc onto UNC x 5" studs into
8.5" (10-spring) aligning tool. Follow the upper mounting holes.
10.0" (6-spring, 7-spring and Mack 9-spring) orientation instructions Install assembled
NOTE: Mack 9-spring for Mack engine only on the disc. clutch.

4 Install intermediate plate into slots

on the clutch cover. Flywheel Side
must face the flywheel.
3 Install disc onto aligning tool.
Follow the orientation
instructions on the disc.

Install
4 6
8 2
2 Insert aligning tool
through bearing.

TO
TU
BOLT

RN
ES S
PR

1
DE

7
5
3 8 Tighten mounting bolts in a crisscross
pattern starting with a lower bolt (1, 2,
3, 4, 5, 6, 7, 8). Torque to 40–50 lbs. ft.
7 Install lock washers and (54–68 N•m).
mounting bolts (7/16" x
14 UNC x 2-1/4" grade 5) 9 Verify bearing position is
finger tight. Replace 3/8"–5/8" (9.5–15.9 mm)
studs with lock washers from cover.
and bolts. 10 Remove the aligning tool.
Be sure shipping blocks are
removed.
11 Use a 1/4" (6 mm) flat nose TO
TU
BOLT

Pin
RN

punch to lightly tap four pins

ESS
PR

DE

toward flywheel (New EP

Only). Reman and Value
clutches do not have pins.

16
 Easy-Pedal™ and
Value Clutch

For 14" Clutch Only

1 Ensure the correct flywheel depth Super-duty clutch only:

is 2-15/16".
3 Install three
equally spaced
2 Put front disc into anti-rattle springs
flywheel. Flywheel
side must be toward
engine. Use new slots
to put intermediate 4 Turn intermediate plate
plate on pins. left. Use .006" feeler gauge
to check left pin clearance
on all 6 drive pins.
NOTE: Remove two set
screws. Straighten pins to
increase clearance and
reinstall set screws. Do
not file slots.

8 Install second
disc onto 7 Install 6 Install disc 5 Install two 3/8" x 2-1/2"
flywheel. intermediate into flywheel. studs into upper mounting
Follow the plate onto Follow the holes.
orientation drive pins. orientation
instructions instructions
on the disc. on the disc.

10 Slide cover over 9 Insert aligning tool

aligning tool. through discs.

4 6
8 2

12 Tighten mounting bolts in a

TO
crisscross pattern starting with
TU
BOLT

RN
ESS

7 11 Install lock washers and mounting a lower bolt (1, 2, 3, 4, 5, 6, 7, 8).

PR

DE

1
bolts (3/8" x 1-1/4" grade 5) finger Torque to 25–35 lbs. ft.
5 tight. Replace studs with lock (34–47 N•m).
3 washers and bolts. 13 Remove the aligning tool. Be sure
shipping blocks are removed.

17
 Easy-Pedal™ and
Value Clutch

Install Transmission

Check Transmission For Wear

Replace any worn components.

Transmission Bearing Retainer Cap Cross Shaft And Bushings

A worn/rough bearing retainer cap may Excessive wear at these points can cause
cause the clutch brake to wear side loading on the sleeve bushing,
prematurely. bushing failures and yoke bridge contact
with the clutch when the pedal is down.

Input Shaft Splines

Any wear on the splines
will prevent the driven
discs from sliding freely,
causing poor clutch
release (clutch drag). Slide
discs full length of shaft to
check for twisted shaft
splines.
IMPORTANT
Release Yoke Do not add lube to the input shaft splines (Never
Worn fingers can seize or grease). The discs must be free to slide.
cause bushing
wear and yoke

Install
interference when Clutch Brake
the pedal is down. Replace.

Measure Input Shaft

Length should be 8.657" (219.89 mm)
nominal, and not greater than 8.71" (221.23 mm).
Input Shaft Wear (roughness)
Ref. 1990 SAE handbook 4:36.106. Replace
can reduce sleeve bushing life
transmission bearing retainer cap if length is
and cause it to come out.
greater than 8.71" (219.89 mm).

CAUTION
Do not let the transmission drop or
hang unsupported in the driven discs.
This can bend the discs and the clutch
will not release causing damage that is
not warrantable.
Do not excessively force the
transmission into the clutch assembly
or engine housing. This will cause
damage to the splines of the rear disc
hub that is not warrantable. If the discs
do not slide freely in the input shaft,
investigate the cause of the problem
and make any necessary changes. If the
discs do not slide freely, the clutch will
not release and the transmission will
grind going into gear.

18
 Easy-Pedal™ and
Value Clutch

Fasten Transmission to Flywheel Housing

Transmission installation and clutch set-up procedures are the same for the 14" and 15.5" clutch.

1 Put transmission in 3 Position transmission

gear. Be sure new so it is square to and
clutch brake has been aligned with engine.
installed.
2 Make sure that the yoke
fingers remain in the up
position until they are over
the release bearing housing.

4 Mesh splines by moving transmission

5 Install mounting bolts and
torque to OEM specs.
forward and rotating the output shaft.
Do not use excessive force. Do not let
the transmission hang unsupported in
the discs.

NOTE: If you have a hydraulic linkage, go to page 29.

WARNING CAUTION
Do not let the transmission drop or hang Do not pull on release arm to install
unsupported in the driven discs. This transmission. This will cause the clutch
can cause the discs to become distorted to over adjust.
and the clutch to not release.
Do not force transmission against
IMPORTANT clutch with yoke fingers in the UP
position. This will break the cast
Do not add lube to the input shaft splines (Never
webbing of the clutch causing damage
seize or grease). The discs must be free to slide. that is not warrantable.

Do not use excessive force. If it does

not enter freely, investigate the cause of
problem and make any necessary
changes.

19
 Easy-Pedal™ and
Value Clutch

Set-up
Adjust Bearing Position

Set-up
1 Measure the distance between the
release bearing and the clutch brake:
• If the distance is correct,
.500" -.560" (12.70 - 14.22 mm),
then Verify Clutch Brake Squeeze, 2 Have an assistant
Step 4. hold down clutch
• If the distance is not between 500" - pedal.
.560" (12.70 - 14.22 mm), then
Change Bearing Position, Step 2.

.500" - 560"
(12.70 - 14.22 mm) Hold

Release
Bearing
Clutch
Brake

3 Adjust bearing position:

Easy Pedal Only: Value Clutch Only:

While pedal is held down, push adjusting
nut and turn:
• If measurement was more than .560"
(14.22 mm), turn adjusting nut clockwise.
• If measurement was less than .500"
(12.77 mm), turn adjusting nut
counterclockwise.
While pedal is held down, remove lockstrap and
move adjusting lug:
• If measurement was more than .560" (14.22 mm),
move adjusting lug to the left (shown).
• If measurement was less than .500" (12.77 mm),
move adjusting lug to the right.

Adjusting Nut
TO
TU R
T

N
S BOL
ES
PR

DE
Adjusting
( Part number 125489 ) Lug
Lockstrap

20
 Easy-Pedal™ and
Value Clutch

Verify Clutch Brake Squeeze

WARNING
Use a gauge long enough to
keep hands away from moving
parts.

4 Have an assistant insert .010"

(.25 mm) feeler gauge between
the release bearing and the
clutch brake.
Press the pedal down to the floor
to clamp the gauge:
• If the gauge does not clamp,
readjust the truck linkage and
move the yoke finger closer to Yoke Release
the bearing. Finger Bearing

5 Slowly let up on the pedal and measure Clutch

the pedal position at the moment the Brake
gauge can be removed:
• If pedal is more than 1" (25.4 mm) from
the floor, readjust the truck linkage to
move the yoke fingers further from the
release bearing. Repeat Step 4.

Less than 1"

( 25.4 mm)

21
 Easy-Pedal™ and
Value Clutch

VerifyVerify Free-Play
Free-Play

Set-up
NOTE: NOTE: Hydraulic
Hydraulic Systems
Systems will notwill
havenotany
have any free-play.
free-play.

6 Check distance between

yoke tipsbetween
and bearing
6 Check distance
wear pads. This distance
yoke tips and bearing 1/8" 1/8"
should
wear pads. bedistance
This 1/8" (3.2 mm).
(3.2 mm)
(3.2 mm)
should Ifbedistance
1/8" (3.2is mm).
not 1/8"
If distance is not 1/8"to Step 7.
(3.2 mm), go
(3.2 mm), go to Step 7.
IMPORTANT
IMPORTANT
Yoke Yoke Release
Do not Do not change
change bearingbearing Finger Release
position.
position. Finger Bearing
Bearing

NOTE: NOTE: 1/8"

1/8" (3.2 mm)(3.2 mm)
distance will create
distance free- free-
will create
play in play
cab. in
Free-play in
cab. Free-play in
cab may bemay
cab different on
be different on
different truck makes,
different truck makes,
modelsmodels
and years.
and years.

27 The
27 truck
The linkage shouldshould
truck linkage allow allow
for a minimum of of
for a minimum
.685" of yoke finger movement; .125" for free-play,
.685" of yoke finger movement; .125" for free-play,
.500" for thefor
.500" bearing and .060"
the bearing for clutch
and .060" brakebrake
for clutch
squeeze.
squeeze. If it is necessary to increasefree-play,
If it is necessary to increase the the free-play,
adjust upper pedal stop to raise or lower the pedal in
adjust upper pedal stop to raise or lower the pedal in
the cab. If this is not possible, check the OEM parts
the cab. If this is not possible, check the OEM parts
manual to verify the correct clutch arm was installed
at the factory. to verify the correct clutch arm was installed
manual
at the factory.
IMPORTANT
IMPORTANT
Do notDo not change
change free-play
free-play by changing
by changing the bearing
the bearing
position. Correct
position. bearing
Correct position
bearing is .500"-.560"
position is .500"-.560"
(12.70(12.70
- 14.22 mm) mm)
- 14.22

22
 Easy-Pedal™ and
Value Clutch

Lubricate

NOTE: All clutches use a lithium

base grease with a minimum of
325˚F (163˚C) operating range
meeting N.L.G.I. grade 1 or 2
specs.

NOTE: Apply ample grease that

is visibly exiting the opening and
contacts the transmission shaft.
This will lube the clutch brake
when the pedal is pressed.

For additional lubrication

information, see TCMT-0021. Zerk
Yoke
Finger

CAUTION Input
Failure to properly Shaft
lubricate the
bearing/bushing will
result in bearing and
sleeve failures.

29 Apply grease to the cross

shaft bushings and linkage
pivot points.

8 Apply grease to input

shaft and yoke fingers.

Input Shaft
IMPORTANT
Do not add lube to the input shaft splines (Never seize
or grease). The discs must be free to slide.

23
 UltraShift™

UltraShift™ DM Heavy Duty Clutch

Remove Clutch
WARNING
An assembled clutch weighs about 182 lbs. (82 kg). Avoid the risk
of injury. Use proper equipment when lifting a clutch.

1 Prior to removing the transmission,

rotate the engine until one of the jack
screw locations can be viewed through
the clutch housing inspection opening.

2 Using a piece of 5/16" x 18

Remove
UNC x 3" threaded rod (jack
screw), install two nuts on
one end and lock them
together. This will allow you
to turn the jack screw in and
out of the cover assembly.

3 Install the jack screw into one of the

four holes located adjacent to the
clutch mounting bolts. This forces
the pressure plate forward clamping
the discs and holding them in place.

CAUTION
Do not overtighten the jack
screw. Tightening more than 9
lbs. ft. can cause permanent
clutch damage. 8 Remove the old
pilot bearing.

4 Remove the transmission,

supporting its weight to prevent
7 Unbolt the clutch from the
damage to the clutch discs. flywheel and slide the clutch
6 Remove the jack screw. away from the flywheel.

5 Insert alignment shaft WARNING

and clutch jack. An assembled clutch weighs about
182 lbs. (82 kg). Avoid the risk of
injury. Use proper equipment when
lifting a clutch.

CAUTION
When removing the clutch, the
flywheel side disc can fall off of the
alignment shaft, permanently
damaging the driven disc.

24
 UltraShift™

Measure Engine Flywheel Housing and Flywheel

Engine flywheel housing and flywheel must meet these specifications or there will be premature clutch wear. All gauge contact
surfaces must be clean and dry. Use a dial indicator and check the following:

Flywheel Face Runout Pilot Bearing Bore Runout

1 Secure dial 1 Secure dial 2 Position gauge
indicator base
2 Put gauge finger in finger so that it
contact with flywheel indicator base to
to flywheel contacts pilot
face near the outer flywheel housing
housing face. bearing bore.
edge. face.

3 Rotate flywheel one 3 Rotate flywheel

revolution. Maximum one revolution.
runout is .008" (.20 mm). Maximum runout
is .005" (.13 mm)

Flywheel Housing I.D. Runout Flywheel Housing Face Runout

1 Secure dial indicator 1 Secure dial

2 Put gauge finger indicator base to
base to crankshaft. against flywheel
flywheel near the
housing pilot I.D.
outer edge.

2 Put gauge finger

in contact with 3 Rotate flywheel
3 Rotate flywheel one face of flywheel one revolution.
revolution. Maximum housing. Maximum runout
runout is .008" (.20 mm). is .008" (.20 mm).

25
 UltraShift™

Install Clutch to Flywheel

WARNING
An assembled clutch weighs about 182 lbs. (82 kg). Avoid the risk
of injury. Use proper equipment when lifting a clutch.
10.0" (6-spring, 7-spring)
1 Install new pilot bearing.

5 Install two 7/16" x 14 UNC x 5"

studs into upper mounting
2 Measure the flywheel bore to verify that the
holes. Using clutch jack or
damper will fit into the flywheel bore.
other lifting device, install
assembled clutch.

3 Insert aligning tool through

DM Clutch and rear disc. 4 Install second disc onto
aligning tool. Follow the
WARNING orientation instructions
The intermediate plate is bolted on the disc.
to the cover assembly and the
rear driven disc is held in place
between the pressure plate and
intermediate plate. DO NOT 6
2
UNBOLT the intermediate plate
from the cover assembly.

Install
8 7

1
5
10 Remove the aligning tool.
8 Using a piece of 5/16" x 18
9 Install the jack screw into one of the
four holes located adjacent to the
clutch mounting bolts. This forces
the pressure plate forward clamping
the discs and holding them in place.
Be sure the hole chosen as at the 6
o'clock position to allow for removal
after the transmission is installed.
CAUTION
Do not overtighten the jack
screw. Tightening more than 9
lbs. ft. can cause permanent
clutch damage.
3
6 Install lock washers and
mounting bolts (7/16" x 14
UNC x 2-1/4" grade 5) finger
tight. Replace studs with
lock washers and bolts.
7 Tighten mounting bolts in a
crisscross pattern starting
with a lower left bolt (1, 2, 3,
4, 5, 6, 7, 8). Torque to
UNC x 3" threaded rod (jack
40–50 lbs. ft. (54–68 N•m).
screw), install two nuts on
one end and lock them
together. This will allow you
to turn the jack screw in and
out of the cover assembly.

26
 UltraShift™

Install Transmission

Check Transmission for Wear

Replace any worn components.

1 Input Shaft Splines

Any wear on the splines will prevent
the driven discs from sliding freely,
causing poor clutch release (clutch
drag). Slide discs full length of shaft
to check for twisted shaft splines.
IMPORTANT
Do not add lube to the input shaft splines (Never
seize or grease). The discs must be free to slide.

Fasten Transmission to Flywheel Housing

1 Position transmission so it is
square to and aligned with engine.

5 Reconnect UltraShift
wiring harness. 2 Mesh splines by moving transmission
forward and rotating the input shaft.
Do not use excessive force. Do not let
the transmission hang unsupported in
4 Remove the jack screw. the discs.

3 Install mounting bolts and

torque to OEM specs.

WARNING CAUTION
Do not let the transmission drop or hang Do not use excessive force. If it
unsupported in the driven discs. This does not enter freely, investigate
can cause the discs to become distorted the cause of problem and make
and the clutch to not release. any necessary changes.

27
 Hydraulic Linkage

Hydraulic Linkage
Hydraulic Linkage

Verify Linkage System Stroke Master Cylinder Installation

Measure the release bearing position with the pedal up and Master Cylinder
pedal down to verify bearing travel.
Master cylinder may be mounted at any angle ranging from
The hydraulic linkage should allow for a minimum of .600" of vertical to horizontal, depending on application.
yoke finger movement: .500"-.560" for clutch release plus
additional movement for clutch brake squeeze.

If the system does not provide enough movement of the 2

release bearing, the clutch will not adjust and the bearing will 1
move away from the transmission and lose clutch brake
squeeze.

If the system is operational, clutch replacement may be nec-

essary. If replacing the clutch, you must adhere to OEM war-
ranty guidelines prior to claim disposition.

4
5

1 - Master cylinder
2 - Reservoir
3 - Pushrod
4 - Bolts (2), M8 x 1.25 mm (torque 20-25 N•m)
5 - To booster or slave

Remote Reservoir

Constant rise in hose from master cylinder to reservoir.

28
 Hydraulic Linkage

Adjustment Transmission Installation

Freeplay
Non-Synchronized
Depending on the application, freeplay can be achieved by
adjusting upper pedal stop or by adjusting master cylinder
pushrod.

1
5
1 - Freeplay 3-8 mm
4 2
Clutch Brake Squeeze
3
For non-synchronized applications only.
1 - Clutch servo
2 - To master cylinder
3 - Connect air supply 30 psi source; Bolts (4),
M16 x 1.5 mm (torque 20-25 N•m)
4 - Bolts (2), M8 x 1.25 mm (torque 20-25 N•m)
5 - Pushrod

Slave Cylinder

1 - Clutch brake squeeze 13-50 mm

1

1 - Slave cylinder

29
 Hydraulic Linkage

Hydraulic Linkage
Synchronized Hose Assembly
1. Connect hose assembly to master cylinder and slave
or booster. Depending on hose type, this is either a
threaded connect or snap-to-connect. Torque all
connectors to 20-25 N•m.
1
Note: Make sure there is a constant rise to the master
cylinder.

Snap-to-Connect

4 3

1 - Pushrod
2 - Slave cylinder
3 - To master cylinder Threaded Connect
4 - Bolts (4), M8 x 1.25 mm (torque 20-25 N•m)

Clutch Servo

Fill Procedure

Recommended methods are vacuum fill or pressure fill. Refer

1 - Clutch servo to OEM procedure.

CAUTION

Do not press or disengage clutch pedal when removing slave

cylinder or clutch servo.

30
 General Information

General Clutch Information

Function of a Clutch describes the major components which make up a complete

Eaton Fuller Clutch installation.
Any modern day clutch, whether designed for an automobile
or heavy truck, performs several important tasks allowing for The following are the major components used to make up a
safe and convenient operation of the vehicle. clutch installation:
• Cover Assembly (contains pressure plate)
In a vehicle powertrain, the clutch is the device that interrupts
• Intermediate Plate – (only in 2-plate clutches)
the flow of power from the engine flywheel to the transmis-
• Driven Disc(s)
sion. To start a gasoline or diesel engine, the flywheel must be
• Clutch Brake
able to turn freely without propelling the vehicle. By disengag-
ing the clutch, the drivetrain is effectively disconnected from
the rotation of the flywheel allowing the engine to start. Neutral Idle Rattle
Manual transmissions, whether synchronized (synchromesh)
Neutral idle rattle is a system issue. It occurs when the engine
or non-synchronized (constant mesh), require an interruption
is idling with the transmission in neutral and the clutch pedal
of engine torque to complete a gear change. To make a gear
in the up position. As the engine idles, the firing pulses cause
change, the clutch pedal is depressed, breaking torque. This
the flywheel to oscillate as it is rotating. This oscillation is
is followed by altering engine speed to more closely match the
transmitted through the input shaft and into the transmission
transmission input shaft (clutch disc) speed. After the proper
gearing. This oscillation causes the transmission gears to
gear is selected, the clutch pedal is then slowly released. As
impact one another resulting in a sometimes objectionable
the clutch disc(s) are compressed, the relative slip speed
noise. While this noise is an annoyance, it is in no way dam-
between the flywheel and the transmission input shaft reaches
aging to the transmission and other components.
zero and the clutch is completely engaged and capable of car-
rying full engine torque. With non-synchronized gearboxes,
In the past, free travel dampers have been used to overcome
double clutching (a momentary partial engagement of the
this phenomenon. As systems have changed, in terms of
clutch made while the transmission is in neutral) is often nec-
mass, inertia, and fuel injection pressures, free travel has
essary to allow rotational speeds of gears to become the same
become a less effective means of control.
and complete the gear change.
Free travel, simply stated, is the free left or right rotation of
With the advent of transmission automation, breaking torque
the driven disc hub before engaging the clutch damper. This
and altering flywheel speed is accomplished via electronic
first stage isolates some of the flywheel oscillation energy and
throttle control and engine braking. The clutch pedal is used
prevents or reduces the idle rattle.
only when starting the engine, launching the vehicle from a
stop, and when the vehicle slows to a stop.
Pre-damper technology is now available in some medium-
and heavy-duty clutch applications and performs the same
The last function of the clutch is mitigating torsional vibra-
function as the free travel. By adding a dampened first stage,
tions. With any in-line, six-cylinder engine there are three (3)
it is more effective at limiting neutral idle rattle. Generally, the
distinct power pulses occurring during each revolution of the
pre-damper springs are very small and softer in rate than the
flywheel. With each firing of a cylinder, the flywheel speeds up
main damper springs.
then slows down, very quickly, resulting in a torsional vibra-
tion. This vibration can damage drivetrain components in
In diagnosing neutral idle rattle complaints, first try to fully
short order if left uncontrolled. The coil springs in a driven
depress the clutch pedal. This will disconnect the engine from
disc damper absorb much of the vibration. The resonant (gen-
the transmission. Secondly, try raising the engine idle speed
erally the least expensive drivetrain component) is considered
with the clutch pedal up. This may smooth out the engine fir-
the “fuse” of the system. Failure of a clutch damper section is
ing and may reduce, or eliminate, the noise.
usually an indication of a serious torsional vibration systems
problem or shock loading due to driver abuse.
If you have neutral idle rattle, determine what clutch is
installed in the vehicle. It may already have a pre-damper
Clutches are assemblies made up of many different compo-
clutch in it. If it is already equipped with a pre-damper clutch,
nents utilizing many different types of materials. This section
then there is no benefit to changing the clutch.

31
 General Information
Solo™ Clutches
The Eaton Fuller Solo is the industry’s first adjustment-free
clutch. With every push of the pedal, Solo’s innovative wear-
adjusting technology senses for wear and makes any adjust-
ments necessary.
Why There is No Need to Adjust Eaton Fuller
Solo™
Clutches
If the Solo Clutch is properly installed and the linkage is set-
up properly, the Solo Clutch should never need internal or
external adjusting.
The Solo Clutch automatically keeps the proper release bear-
ing position and clutch free pedal position with two opposing
cams. As the Solo Clutch wears, the cams separate from each
other keeping the proper release bearing position. This in turn
maintains the proper clutch free pedal position.
How it Works
Eaton Fuller Solo’s wear-adjusting technology comes from
two sliding cams. With every push of the pedal, the clutch
senses for wear and makes any adjustments necessary. The
cams rotate to maintain the proper adjustment throughout the
life of the clutch. On top of the upper cam, a clutch wear indi-
cating tab mirrors the cams’ movement to let you know when
it’s time to replace the clutch. The result of Solo’s constant
adjustment is greater longevity and a reduction in mainte-
nance and labor costs.
Clutch Disc Dampening Characteristics
A key function of a clutch is to mitigate naturally occurring
vibrations of the engine flywheel from reaching the transmis-
sion and the other components further down the drivetrain.
This is accomplished by employing torsional spring dampers
to the clutch pack. These springs take the form of coil springs,
configured inside the clutch disc, that compress with the
application of torque. The torque path through the damper
begins at the friction interface at the facings, proceeds to the
steel carrier disc and moves into the disc reinforcing plates
General Information
where the springs are located. The springs are compressed,
transmitting force to the spring covers which are rigidly
attached to the hub. Torsional rate is defined as the amount of
torque required per degree of center hub rotation. There are
three basic categories of torsional rates for clutch dampers:
rigid, standard, soft.
Rigid and Clutch Discs - Rigid discs and clutch discs with no
spring package whatsoever, act as a nearly direct link from
the engine flywheel to the transmission and offer no protec-
tion against torsional vibration. Their use should be limited to
older mechanically-fueled engines where clutch replacement
cost is paramount over long component life. Rigid clutch
discs are never used in new OEM applications.
Standard Dampers - Standard dampers include all 10-spring
and most 8- spring types. The springs used in these dampers
are approximately 1.5" long and do not offer a large amount of
deflection before coil lock takes place. While these dampers
were completely adequate for most heavy duty applications
several years ago, they are generally incapable of reducing the
engine flywheel vibrations developed with slow speed elec-
tronically fueled engines. The use of standard dampers in
heavy duty applications has virtually ceased in OEM applica-
tions. The trend is to use more capable soft-rate dampers.
Soft-Rate Dampers - Soft-rate dampers, like the heavy duty 6
and 7-spring types, offer much better protection against
engine flywheel induced torsional vibration. Their springs are
characteristically longer than springs used in standard rate
dampers and offer more deflection before coil lock occurs.
This larger spring deflection is equated to lower torsional
spring rate. With lower torsional rate, the resonant frequency
of the complete drivetrain is lowered; usually to a point of a
few hundred RPM below normal engine operating range. With
the addition of hysteresis or Coulomb dampening (the energy
expelled as the damper is exercised), the magnitude of the
vibrations is reduced further, adding to the dampers benefit.
32
 General Information
Clutch Disc Friction Material
Organic facings, often called “rag” facings, get their name
from the high concentration of organic rubber and binder
agents that make up their composition. Fiberglass cord (or
similar material) is woven into the material matrix and adds
burst strength and improves friction and wear properties.
Asbestos has not been used in organic friction material since
the early 1980's. Organic facings are used without exception
in passenger car and light truck applications. This is so
because of smooth engagement properties and the relative
light torque loads imposed on the clutch. In general, organic
friction material lacks in performance in wear rate, coefficient
of friction (ability to carry torque), and resistance to fade
(abuse tolerance) when compared to cera-metallic friction
material. The use of organic friction material in heavy vehicles
has significantly declined over the past decade. Wear life and
its maximum limit to 1,400 ft. lbs. (1892 N•m) of torque in
15.5" clutches are the primary reasons.
Cera-metallic (Ceramic) friction facings are composite mate-
rial (copper, sand and other friction modifiers and binder
agents). The dry raw materials are mixed in bulk, poured into
die cavities, compressed, sintered in an controlled atmo-
sphere, then brazed into a steel backer plate to facilitate rivet
attachment to the driven disc. Compared to organic friction
material, cera-metallics have improved performance in the
areas of wear rate, resistance to fade (abuse tolerance), and
coefficient of friction (ability to carry torque). It is for this rea-
son that cera-metallics make up the vast majority of OEM
builds.
Clutch Slippage
Slippage will cause significant heat build-up and rapid wear of
the clutch pack. If the clutch pack temperature raises beyond
the facing threshold temperature, the facing may disintegrate.
Slippage is the result of loss of clamp load due to lack of
adjustment, loading the clutch beyond its design torque rat-
ing, or the clutch has reached the end of its design life. With
the ability to re-rate an electronic controlled diesel engine, it is
quite easy to delivery torque to the clutch beyond its design
capacity. Before an engine re-rating is performed, confirm
that the clutch and other drivetrain components are capable of
carrying the increased torque and power.
33
Clutch Torque Capacity
It is imperative to understand the factors that influence fric-
tion force because this device transmits torque via friction.
The fundamental equations that describes friction is:
F(f) = uN
Where F(f) = Force due to friction
U = Coefficient of friction
N = Load applied to the friction interface
T = F(f)r
Since torque (T) is equal to force friction F(f) multiplied by the
moment arm (R) (distance from application of force to center
or rotation) must be known. To exactly calculate the moment
arm, the mean radius of a clutch (R), integration must be per-
formed. However, for clutches in the size range offered by
Eaton, the calculation can be simplified to:
(r) = (ID + OD) / 4
Clutch Wear
Clutch wear happens because the clutch discs slip relative to
the engine flywheel and the pressure plate surface, and in the
case of a two plate clutch, the intermediate plate, during vehi-
cle launch and gear change. As the clutch disc friction mate-
rial and mating flywheel and pressure plate surfaces wear, the
gage thickness of the clutch pack decreases (moving the
pressure plate closer to the engine flywheel). This movement
of the pressure plate causes the pressure spring(s) to elon-
gate and loose clamping load. If clamping load is allowed to
decrease beyond a critical point, the clutch will be unable to
carry full engine torque and slip.
Cover Assembly
The cover assembly, constructed of either stamped steel or
cast iron, is bolted to the flywheel. It contains the pressure
plate, which is fitted to the cover with pressure springs. It also
contains the release bearing and levers, which move the pres-
sure plate back and forth, thereby making or breaking contact
with the disc assembly.
 General Information

Driven Disc 6-Position Kwik-Adjust®

Eaton offers a variety of 14" and 15.5" driven disc designs. The
Eaton Fuller’s Easy-Pedal Plus® 14" and Easy-Pedal ™ 2000
selection of driven discs depends on many factors.
15.5" Clutches feature the Kwik-Adjust component and the
easy-to-reach external manual adjustment mechanism that
Excessive torsional vibration can significantly reduce the life
allows for quick adjustment of release bearing travel without
of all drivetrain components. That’s why Eaton has engineered
the use of special tools or the need to remove any bolts. Using
soft-rate dampers to reduce critical vibrations in today’s elec-
a common box end wrench, simply depress the Kwik-Adjust
tronic, high horsepower engines. Eaton recommends the use
bolt and turn the standard 6-point hex head adjustor as
of soft-rate dampers (7-spring or 6-spring V.C.T.) for all vehi-
needed.
cles over 1,000 ft. lbs.

General Information
Specifically, Eaton offers driven discs with different numbers
of springs in the center section of the damper. 6, 7, 8, 9 and
10-spring configurations are available. The proper selection
depends on many factors including the engine, flywheel and
transmission of the vehicle.

Part Number: 125489

Facings
The disc facings are critical to clutch life and performance
because they directly receive the torque of the engine each
time the clutch is engaged.
Clutch Brakes

In general, ceramic facings have greater heat tolerance and
torque capacity than organic facings. As such, they engage
quicker, reduce slippage and deliver longer life.
Organic facings (non-asbestos) are adequate for lower horse-
power, on-highway applications. However, Eaton recom-
mends ceramic facings for most applications.
Intermediate Plate
The intermediate plate or center plate, increases the torque
capacity of the clutch by providing additional surface area for
facing material and torque capacity. The intermediate plate is
driven by the clutch cover or by the flywheel on the 14" Easy-
Pedal Plus design.
Positive Separator Pin™
Eaton Fuller’s Positive Pin Separator improves clutch life and
performance by providing cooler operation, smoother
engagement and equal plate separation. The pin restricts
intermediate plate movement when the clutch is released, giv-
ing constant gap on both sides of the plate, therefore, allow-
ing the driven discs to spin freely.
Clutch brakes are designed to extend the life of a vehicle’s
transmission by eliminating damaging gear clash while reduc-
ing the effort required to shift into first or reverse from a
standstill. Eaton offers two separate clutch brake options.
• Torque Limiting
• Kwik-Konnect®
Torque Limiting Clutch Brake
The Eaton Fuller Torque Limiting Clutch Brake has a self-con-
tained torque limiting feature which prevents tang breakage
from driver misuse of the clutch brake.
• Part Number 127740: 1.75" spline
• Part Number 127760: 2" spline
Kwik-Konnect® Two-Piece Clutch Brake
The two-piece clutch brake provides cooler operation than
competitive clutch brakes. It is designed for service applica-
tions, and can be quickly installed without removing the trans-
mission.
Part Number: 125200

34
 General Information

Factors that Effect Clutch Performance

Excessive slipping is the major cause of clutch failure. normally expected of the wheel brakes. A slipping
Extreme operating temperatures can cause the clutch to fail clutch accumulates heat faster than it can be dissi-
because the heat generated between the flywheel, driven pated, resulting in early failures.
discs, intermediate plate, and pressure plate is high enough to
6. Do Not Coast with the Clutch Released and Trans-
cause the metal to flow and the friction material to be
mission in Gear - This procedure can cause high
destroyed.
driven disc RPM through multiplication of ratios
from the final drive and transmission. It can result in
An improperly adjusted or slipping clutch will produce suffi-
“throwing” the facing off the clutch discs. Driven
cient heat to rapidly burn up.
disc speeds of over 10,000 RPM have been encoun-
tered in such simple procedures as coasting tractors
There are many factors which have significant impact on
down an unloading ramp. While an ample safety fac-
clutch life:
tor is provided for normal operation, the burst
• Application (torque capacity) strength of the facing is limited.
• GCW/Weight 7. Do Not Engage the Clutch while Coasting - This
procedure can result in tremendous shock loads and
• Number of starts per day
possible damage to the clutch, as well as the entire
• Maintenance/Adjustment drivetrain.
1. Starting the Vehicle in the Proper Gear - The cor- 8. Reporting Erratic Clutch Operation Promptly - Driv-
rect gear will allow you to start the vehicle with your ers should report erratic clutch operation as soon as
foot off the throttle. possible, to give the maintenance personnel a
chance to make the necessary inspection, internal
2. Gear Shifting Techniques - Many drivers upshift
clutch adjustment, linkage adjustment and lubrica-
into the next gear or even skip-shift into a higher
tions, thereby avoiding possible clutch failures and
gear before the vehicle has reached the proper
breakdowns while on the road. The importance of
speed. This type of shifting is almost as damaging as
free pedal travel (sometimes referred to as a pedal
starting off in a gear that is too high, since the
lash) should be brought to the driver’s attention as
engine speed and vehicle speeds are too far apart,
well as the mechanic. This item should be included
requiring the clutch to absorb the speed difference
and commented on daily in the driver’s report, since
as heat.
clutch free pedal is the maintenance personnel’s
3. Excessive Vehicle Overload or Overloading the guide to the condition of the clutch and the release
Clutch - Clutches are designed and recommended mechanism.
for specific vehicle applications and loads. These
9. Clutch Adjustments - Manual Adjustment- The
limitations should not be exceeded. Excessive or
importance of proper and timely clutch adjustments
extreme overloading is not only damaging to the
and lubrication can not be over stated. Internally
clutch but to the entire vehicle powertrain as well. If
adjusting the clutch properly and when needed will
the total gear reduction in the powertrain is not suffi-
keep the clutch components in the proper position
cient to handle excessive overloads, the clutch will
and extend the life of the clutch. See the adjustment
suffer, since it is forced to pick up the load at a
section for more information.
higher speed differential.
Solo Adjustment-Free If your truck is equipped with
4. Do Not Ride the Clutch Pedal - Riding the clutch is
an Eaton Fuller Solo Adjustment-Free Clutch, then
very destructive to the clutch since a partial clutch
the clutch will always be in proper adjustment. Pos-
engagement permits slippage and excessive heat.
sible lubrication and inspection are needed. See
Riding the clutch pedal will also put a constant thrust
“Inspection and Lubrication”.
load on the release bearing, which can thin out the
lubricant and also cause excessive wear on the pads.
Release bearing failures can often be attributed to
this type of operation.
5. Do Not Slip the Clutch to Hold the Vehicle on an
Incline - This procedure uses the clutch to do the job

35
 General Information
When to Inspect the Clutch
The clutch should be inspected during the regularly scheduled
lubrication intervals as dictated in the Lubrication section or
when one of the following occur:
• Clutch Free Pedal - If the clutch free pedal is one-
half of OEM specifications, not less than one-half
inch. During normal clutch use, the release bearing
will move toward the fork fingers and reduce “in
cab” free pedal.
• Clutch Is Slipping - If the clutch is slipping, it may
require adjustment. If proper internal (clutch
adjuster) and external (clutch linkage) adjustment
has been made and the clutch still slips, it is likely
worn beyond its useful life and needs replacement.
Inspection for Clutch Life
If your vehicle is equipped with a Eaton Fuller Solo or Solo XL
(Extended Lube) Clutch, the clutch is equipped with a clutch
wear indicating tab that can be seen through the inspection
window. To calculate the expected life of a Solo, apply a paint
mark indicating the start point of the clutch wear indicating
tab. Record the mileage when this mark was made. After a few
months, reinspect the position of the clutch wear indicating
tab and record the new mileage. The difference between the
two readings can be used to estimate when the clutch will
need to be replaced.
For Example:
Starting Mileage = 10,000
After six (6) months mileage = 75,000
Clutch wear indicating tab movement = .625" (16 mm)
75,000-10,000 = 65,000 miles
65,000 miles/.625" = 104,000 miles per inch of tab movement
3.5" remaining tab movement
3.5" remaining tab movement X 104,000 miles per inch of tab
movement = 364,000 expected clutch life.
Designing a Clutch for a Specific
Application
There are three parts to designing a clutch for a specific appli-
cation. If the correct clutch is chosen, the truck will have good
engagement, protection for the driveline, long clutch life, and
minimal loss of torque.
1. Check the Flywheel Bore (15.5" Clutch) - The fly-
wheel environment must be checked to make sure a
clutch can be used with it. The bore is important
General Information
when deciding what type of driven disc to use. The
bore must be large enough to allow for a proper fit of
the disc. See chart below.
Measure
bore size
# of Springs Bore size
8 spring 7 1/4" (184.15mm)
10 spring 8 9/16" (217.48mm)
7 spring 9 3/4" (247.65mm)
Engine Flywheel
9 spring(Mack eng only) 9 3/4" (247.65mm)
6 spring 9 3/4" (247.65mm)
2. Torque Capacity - A clutch must be chosen that has
a torque capacity that is greater than or equal to the
peak torque of the engine. This is very important
today when an engine can be easily adjusted elec-
tronically to produce greater torque. There are two
factors in determining torque capacity. These two
factors are friction force and damper capacity.
• Friction force is a product of the cover assem-
blies clamp load (also called plate load). This
factor was explained in the previous section,
and is stated as F(f) = uNPr. Determining the
friction force is important because if this force is
not greater than or equal to the peak torque of
the engine, the clutch will slip.
• Damper capacity is what allows the clutch to
provide torsional protection for the entire drive-
line. If the peak engine torque exceeds this
capacity, the driveline will be abused. This
abuse will cause faster wear and possible
destruction of driveline components. Since
damper capacity is a product of the springs
used in the damper, changing the number and
type of springs changes the stiffness of the
entire system.
3. Application - Service replacement clutches should
have the same plate loads, damper and friction mate-
rial. Substituting from the original could shorten the
life of the clutch and drivetrain components.
36
 General Information

Preventive Maintenance Overview

To ensure long life and proper operation of the release mech- Lube Tube Assembly
anism of the clutch, it is important to properly lubricate the
following areas.
The Eaton Fuller Lube Tube Assembly enables the release
bearings in Eaton Fuller medium and heavy duty clutches to
Lubrication be greased without removing the bell housing inspection
cover. The Lube Tube Hose replaces the original zerk fitting
1. Release Bearing - The cast iron bearing housing will on the release bearing and protrudes through the bell housing
be equipped with either a standard grease fitting or a window.
lube tube extension. If a lube tube is not present, it is
necessary to remove the inspection cover to gain Lube Tube Lengths
access to the grease fitting. Apply grease until it
purges from the rear of the housing. Grease on the
clutch brake friction surface and the transmission Length in Inches Part Number
input shaft will extend the life of the clutch brake and
bronze bushings inside the release sleeve. 12" CLT012

2. Release Bearing Wear Pads - Where the release 9" CLT009

fork contacts the bearing housing, there are small 8" CLT008
hardened steel pads. Apply a small amount of grease
to the wear pads where the clutch release fork con- 7" CLT007
tacts. 6" CLT006
3. Clutch Brake - The clutch brake friction material is
designed to operate with lubricant. While lubricating
the release bearing, grease should purge from the Recommended Lubrication
housing and contact the clutch brake. This is benefi-
cial for long clutch brake life. If desired, a small CAUTION
amount of grease could be applied to both sides of
the clutch brake. Incorrect grease and improper lube procedures will cause
4. Cross-Shaft Bushings - Lubricate both the left and bearing failures, bushing wearout, yoke tip and bearing wear
the right cross-shaft bushings per OEM recommen- pad wear.
dations.
For a list of recommended lubricants, see TCMT-0020 or call
5. Clutch Control Linkage - Lubricate the clutch linkage 1-800-826-HELP (4357).
bell cranks and pivot pins per OEM recommenda-
tions.
6. Pilot Bearing - The pilot bearing inside the flywheel
Lubrication Interval
is a sealed for life bearing and requires no lubrica-
tion. Use a premium pilot bearing to prevent clutch The DM UltraShift clutch does not require any lubrication or
drag and early bearing failures. (C-3, C-4, C-5 Suffix) adjustment. There is no clutch linkage associated with this
product, therefore there is no linkage adjustment or mainte-
nance requirements.

For recommended lubrication intervals, see TCMT-0021 or

call 1-800-826-HELP (4357).

37
Copyright Eaton and Dana Corporation,
2004. EATON AND DANA CORPORATION
hereby grants its customers, vendors, or
distributors permission to freely copy,
reproduce and/or distribute this document
The Roadranger® System is an unbeatable combination of the best
in printed format. THIS INFORMATION IS
NOT INTENDED FOR SALE OR RE-
products from Eaton and Dana – partnering to provide you the most
SALE, AND THIS NOTICE MUST REMAIN advanced, most trouble-free drivetrain in the industry. And it's
ON ALL COPIES. backed by the Roadrangers – the most experienced, most expert,
most accessible drivetrain consultants in the business. Visit our web
site at www.roadranger.com. For spec'ing or service assistance,
call 1-800-826-HELP (4357) 24 hours a day, 7 days a week,
(Mexico: 01-800-826-HELP (4357)) for more time on the road.

CLSM-0200
Printed in USA